Legacy Development Travel Demand Management Plan

Transcription

1 Travel Demand Management Plan Minneapolis, MN Prepared By: Stephen Smith Alliant Engineering, Inc. 233 Park Avenue South, Suite 300 Minneapolis, MN Prepared For: Riverdale Ventures, LLC Main Street NW, Suite 300 Coon Rapids, MN Final Report

2 Table of Contents List of Figures... i List of Tables... i 1.0 Introduction Site and Development Characteristics Proposed Parking Characteristics Pedestrian, Bicycle, And Transit Characteristics City Of Minneapolis Transportation Goals Goals of the Parking Impact Analysis... 9 Parking Demand Calculations Transportation Impact Analysis Site Generated Traffic Traffic Operations Analysis List of Figures Figure 1. Project Location... 5 Figure 2. Proposed Site Plan... 6 Figure 3. Bicycle Map... 7 Figure 4. Transit Map... 8 Figure 5. Existing Geometry Figure No-Build Peak Hour Volumes Figure 7. Generated Trip Distribution Figure Build Peak Hour Volumes List of Tables Table 1. Proposed Land se Characteristics Summary... 2 Table 2. Proposed Mode Split Goals... 4 Table 3. Proposed Parking Characteristics... 9 Table 4. Maximum Parking Stalls Required Chapter Table 5. Minimum Parking Stalls Required Parking Generation Method Table 6. Minimum Required Bicycle Parking Spaces Table 7. Trip Generation Table 8. No-Build Operational Analysis Results Table 9. Build Operational Analysis Results Alliant Engineering, Inc. i

3 The Legacy development project (i.e. proposed project) is a residential condominium development located in the Downtown East Neighborhood of Minneapolis. The project is scheduled to be completed by late pon full completion, the development will consist of 374 condominium units and three levels of enclosed parking with a total of 704 parking stalls. The site is 186,121 s.f. in size and the building will be 748,000 s.f. resulting in a 17-story luxury condominium complex divided in three sections: 17 stories, 8 stories, and 14 stories. There will be amenity space within the building for the residents including a pet grooming area, community rooms, exercise space, a pool and roof terrace areas. The site also includes a dog run enclosure and a playground. The residents and guests will be provided with 704 total parking stalls. Of the 704 parking stalls, 18 parking stalls will be provided for guests and 686 will be for the residents. As part of the proposed project, the City of Minneapolis has required a Travel Demand Management (TDM) Plan. The goal of the TDM plan is to accomplish the following: Document the existing and proposed conditions with respect to transit, parking, bicycle and pedestrian facilities; Document the parking impacts with the proposed project; Identify any loading operations issues for the different uses of the site; Identify any traffic operations issues; and Develop and implement measures to encourage non-single occupancy vehicle modes of transportation. 1.1 Site and Development Characteristics Site Location The proposed project site is located in the Downtown East Neighborhood, immediately adjacent to the Minneapolis downtown Central Business District (CBD). The proposed development is located north of South 2 nd Street and south of West River Parkway, between 12 th Avenue South and 13 th Avenue South. Figure 1 illustrates the project location. Existing Site Characteristics The site of the proposed project is on the corner of South 2nd Street and 13 th Avenue South. Currently, the Cenveo building occupies the site. The existing building has a surface parking lot that holds 148 parking stalls. The property is currently zoned as I1 (Light Industrial District) with DH (Downtown Height Overlay District), DP (Downtown Parking Overlay District), and IL (Industrial Living Overlay District) overlays. The zoning will need to be changed to C3A, Community Activity Center District, to accommodate the proposed land development purpose. Proposed Site Characteristics As submitted for site plan approval, the enclosed parking area will be served by two main driveways along 13 th Avenue South. A one-way drive-lane serving the front door drop-off/pickup area is proposed on South 2 nd Street. The proposed site plan is illustrated in Figure 2. Alliant Engineering, Inc. 1

4 The proposed development will add 374 residential dwellings to the area. Off-Street parking stalls for the residential units will be provided at a 1.83 ratio (off-street parking stalls per dwelling unit) resulting in 686 designated residential parking stalls. It should be noted that this parking ratio does not include the 18 designated guest parking spaces. This site is located in the DP Downtown Parking Overlay District where the maximum parking ratio is 1.7 stalls per unit. The developer is seeking a variance to allow a 1.83 parking ratio. Any changes to these parking considerations will require City approval and changes to this TDM plan. Additionally, one bike space per unit will be provided within the resident parking areas and four bike spaces for the guest parking area. Table 1 summarizes the proposed land use characteristics. Table 1. Proposed Land se Characteristics Summary Estimated Schedule Project Completion: 2017 Land se Changes Change Zoning from I1 to C3A. 12 Power lines will be impacted. Construct a new 374-unit residential building Parking Changes Remove 148 parking stalls within the existing surface lot. Add a 704 space enclosed parking garage. 1.2 Proposed Parking Characteristics As described previously, the enclosed parking area will be served by two main driveways along 13 th Avenue South. A one-way drive-lane serving the front door drop-off/pick-up area is proposed on South 2 nd Street. The proposed project intends to provide adequate parking for its residents. However, the site location being adjacent to the CBD enables residents and guests to access the project site and nearby commercial districts by other modes. Refer to Section 1.3, below, and Section 2.0 (Parking Impact Analysis) for further discussion. 1.3 Pedestrian, Bicycle, And Transit Characteristics The proposed development is located six blocks from the Minneapolis CBD. The location proximity to a major destination provides residents with easy access to other modes of transportation, such as walking, bicycling, and transit. The project site is approximately eight blocks from the nearest skyway entrance which is located in the Gateway Ramp, on South 3 rd Street between 4 th Avenue South and 5 th Avenue South. The proposed development is located adjacent to designated bike routes on South 2 nd Street and 11 th Avenue South, which provide access to the Stone Arch Bridge, Mill Ruins Trails, LRT trail and the Park Avenue and Portland Avenue Bikeways. These bikeways provide convenient access to all downtown and Mississippi River bicycle trails. Figure 3 illustrates designated bicycle trails within the Minneapolis downtown area. However, in an urban downtown setting, bicycles are allowed on all city streets, except where otherwise posted. The proposed project will provide 374 bike spaces around the perimeter of the parking areas. The proposed development is also ideally suited for transit access. Currently, two bus routes maintain frequent service along Washington Avenue Metro Transit Route 7 and Metro Transit Route 22. These two bus routes connect the project site to the Minneapolis CBD, South Alliant Engineering, Inc. 2

5 Minneapolis, North Minneapolis, and the near North Suburbs. At each of these destinations numerous bus routes are available for transfer. Numerous express and local service bus routes can be accessed at the Gateway Transit Center, located in the Gateway Ramp, seven blocks west of the proposed project site. Additional bus routes accessed via the Gateway Transit Center include: 133, 135, 146, 156, 460, 464, 465, 467, 470, 472, 476, 477, 478, 479, 490, 491, 554, 568, 587, 665, 670, 677, 684, 698, 755, 756, 758 and 764. In addition to bus service, the METRO Blue line, with destinations between Target Field, Nicollet Mall, Minneapolis CBD, Mall of America, and the International Airport can be accessed at the S Bank Station (former Downtown East/Metrodome Station), which is located at the Chicago Avenue/4 th Street intersection, five blocks away. With the addition of the METRO Green line, downtown Minneapolis and downtown St. Paul via Washington Avenue and niversity Avenue can be accessed by residents. The METRO Green line can also be accessed at the S Bank Station (former Downtown East/Metrodome Station). Figure 4 illustrates the downtown transit system. There is additional opportunity around the area to use Peer-to-peer Car Share or Round-Trip Car Share. The City of Minneapolis offers may different car sharing opportunities in the Downtown CBD area. A point-point floating car, car2go, located near Park Avenue and South 5 th Street is available for use. Vehicles are generally parked on-street and each vehicle displays a permit sticker identifying it as a Minneapolis Car Sharing Program participant s vehicle. A round-trip car is available through HORCAR, located near South 3 rd Street and 2 nd Avenue South, cars will be parked at reserved on-street spaces for exclusive use of HORCAR vehicles. 1.4 City Of Minneapolis Transportation Goals The following policies on transportation are included in Chapter 2 (Transportation) of the Minneapolis Plan for Sustainable Growth, adopted by the Minneapolis City Council, October 2, 2009 ( 2.1 Encourage growth and reinvestment by sustaining the development of a multi-modal transportation system. 2.2 Support successful streets and communities by balancing the needs of all modes of transportation with land use policy. 2.3 Encourage walking throughout the city by ensuring that routes are safe, comfortable, pleasant, and accessible. 2.4 Make transit a more attractive option for both new and existing riders. 2.5 Ensure that bicycling throughout the city is safe, comfortable and pleasant. 2.6 Manage the role and impact of automobiles in a multi-modal transportation system. 2.7 Ensure that freight movement and facilities throughout the city meet the needs of the local and regional economy while remaining sensitive to impacts on surrounding land uses. 2.8 Balance the demand for parking with objectives for improving the environment for transit, walking and bicycling, while supporting the city s business community. Alliant Engineering, Inc. 3

6 2.9 Promote reliable funding and pricing strategies to manage transportation demand and improve alternative modes Support the development of a multi-modal Downtown transportation system that encourages an increasingly dense and vibrant regional center Minneapolis recognizes the economic value of Minneapolis-St. Paul International Airport and encourages its healthy competition to reach global markets in an environmentally responsible manner. Table 2 presents the proposed mode split goals for the site based on similar development s mode splits in the area. The mode-split percentages listed in Table 2 serve as a benchmark to make the management of the developments cognizant of transportation management issues that accompany a diverse and growing neighborhood. Therefore, the purpose of the TDM plan is to identify workable strategies that the Developer can implement in support of the City of Minneapolis transportation goals. Table 2. Proposed Mode Split Goals Mode Goal Single Occupant Vehicle (SOV) 30% Transit (Bus & LRT) 20% Carpool and Drop-off 15% Pedestrian/Bicycle/Other 35% 1.5 Goals of the ltimately, the responsibility to use other forms of transportation lies with the individuals choosing to visit, work or live within the proposed development. However, the Developer understands and acknowledges the overall transportation goals of the City. Therefore, the goal of this TDM plan is to support the City of Minneapolis in achieving its transportation goals for Minneapolis and to work towards or improve on the mode split targets for site-generated trips. This TDM plan identifies actions to be taken by the proposed management in order to manage site-generated traffic and minimize peak period trip generation. The addition of a condominium complex near major transit lines captures many people who would have otherwise commuted via motorized vehicle. Nevertheless, the proposed development makes available to its staff and residents information on a variety of programs and services that include: bus service, park-andride lots, and bicycle and car sharing facility information. The TDM plan will be presented in Section 4.0. Alliant Engineering, Inc. 4

7 1500 SCALE IN FEET BNSF INTERSTATE 35W BNSF INTERSTATE 394 HENNEPIN AVE NICOLLET M ALL 2ND AVE S 4TH AVE S 2ND ST S W ASHINGTON AVE S PORTLAND AVE S CHICAGO AVE S 10TH AVE S 11TH AVE S 12TH AVE S Ry. PROJECT LOCATION INTERSTATE 94 L.R.T. INTERSTATE 94 LEGACY DEVELOPMENT TDMP ALLIANT E N G I N E E R I N G Figure 1 Project Location

8 SOTH 2ND STREET 13TH AVENE SOTH ACCESS 1 & 2 ï» â ACCESS TO GEST AND TENANT PA LEGACY DEVELOPMENT TDMP ALLIANT E N G I N E E R I N G Figure 2 Site Plan

9 PROJECT LOCATION LEGACY DEVELOPMENT TDMP ALLIANT E N G I N E E R I N G Figure 3 Bicycle Facilities

10 PROJECT LOCATION BS ROTES 7,22,465,475, and 490 LEGACY DEVELOPMENT TDMP ALLIANT E N G I N E E R I N G Figure 4 Transit Routes

11 As documented previously, the existing vacant site consists of 148 parking stalls. With the proposed project, the site will remove all 148 parking stalls and will construct a 704-space enclosed parking garage for use by residents and guests. The parking characteristics of the proposed site consist mainly of off-street parking, but visitors may occasionally park on-street if the allocated guest parking stalls in the above ground lot are full. The existing on-street parking services the surrounding land uses by providing metered short duration parking for visitors and patrons of the area s commercial uses. Off-street parking provides for long duration parking associated with residential owners and guests. This section summarizes the parking impact analysis for the proposed development. Table 3 summarizes the proposed parking details for the site. Table 3. Proposed Parking Characteristics se Size # of Spaces Location Access Condominium 374 nits 704 Enclosed Parking Garage Total 374 nits 704 Entering and Exiting: 13th Avenue South Residential Parking An access controlled enclosed parking garage is proposed for the residents and guests. The garage is proposed to be three levels consisting of a total of 704 stalls. Access to the parking garage will be secure and controlled with an electronic key. There will also be a call device at the garage door for visitors to call a resident and get buzzed in. Parking Demand Calculations The parking demand expected with the Project was estimated based on two methodologies the City of Minneapolis Zoning Code and the Institute of Transportation Engineers Parking Generation Manual. Method 1 Minneapolis Zoning Code The first method involves the application of the computation for off-street parking found in Article III of Chapter 541 of the Minneapolis Zoning Code. The Minneapolis Zoning Code states that a minimum of one off-street parking stall and maximum of 1.7 off-street parking stalls (based on DP Downtown Parking Overlay District requirements) per residential unit is required. In accordance with the Minneapolis Zoning Code Section , the required number of parking stalls may be reduced by 50 percent due to the proposed sites proximity to the S Bank Station. Table 4 documents the parking provided verses the minimum and maximum parking required by the Minneapolis Zoning Code. As shown in Table 4, the proposed project will exceed the maximum number of allowed parking spaces for residential development in the DP Downtown Parking Overlay District. The developer is requesting a variance to allow for the additional parking stalls. Alliant Engineering, Inc. 9

12 Table 4. Maximum Parking Stalls Required Chapter 541 Rate Required Spaces Parking se Dwellings Reductions Min Max 1 Min. Min. Total with Max Reductions Proposed Land ses Parking Residential reduction of 1 space/dwelling unit 1.7 spaces/dwelling unit % Guest 1 space/50 dwelling units 8 Grand Total Max residential parking ratio for the DP Downtown Parking Overlay District. Method 2 Parking Generation Computation The second method involves the application of the parking generation rate from the Institute of Transportation Engineers (ITE) Parking Generation Manual, Fourth Edition. This resource documents numerical trends in parking demand for a variety of land uses based upon the day of the week, time of day, and size of the development, and whether the site is urban or suburban. Furthermore, these rates are developed upon research of similar locations and experiences of transportation engineering professionals and would be considered a more accurate depiction of the actual parking demand expected with the proposed project. Based on the Parking Generation Manual, a parking demand of 1.4 stalls per dwelling unit 1 is expected for a development located in an urban area. Table 5 illustrates the parking supply and demand for the development. Table 5. Minimum Parking Stalls Required Parking Generation Method Required Provided Parking se Dwellings Rate Spaces Spaces Residential spaces/dwelling unit Bicycle Parking The City of Minneapolis requires a minimum of 1 bicycle parking space for every 2 dwelling units. Riverdale Ventures will provide one bike space per unit or 374 spaces within the resident parking areas and four bike spaces for the guest parking area. Table 6 details the minimum parking requirements for the proposed land use. 1 ITE Parking Generation Manual, 4 th Edition, Land se Code 230 Alliant Engineering, Inc. 10

13 Table 6. Minimum Required Bicycle Parking Spaces Parking se nits/sf Rate Required Spaces Residential space/dwelling unit 187 Parking Conclusions The proposed project will provide adequate parking. The developer is requesting a variance to increase the maximum amount of parking from 636 spaces to 704 spaces, which results in a 1.83 parking ratio. In addition to off-street parking, ample metered on-street parking is available within a one-block radius of the site. The Minneapolis bicycle parking requirement of 187 spaces is satisfied with the 374 proposed bike spaces. Alliant Engineering, Inc. 11

14 This section of the TDM plan describes impacts to the transportation system resulting from the development of this property. The purpose of the traffic analysis is to evaluate the impact of traffic generated by the proposed project on the operations and safety of the adjacent roadway network and immediate site/parking access. The study will detail changes in roadway conditions in the study area due to the development. Recommendations regarding geometric and/or traffic control needs to accommodate additional background traffic, site-generated traffic, and improve safety are included, as required. The following intersections were evaluated: Washington Avenue and 11 th Avenue South 11 th Avenue South and West River Parkway Washington Avenue and 12 th Avenue South AM and PM peak hour turning movement counts were collected by Alliant Engineering on Tuesday, February 9, 2016 for the three intersections mentioned above. The AM peak hour is from 8:00 a.m. to 9:00 a.m. The PM Peak hour is from 5:00 p.m. to 6:00 p.m. Peak-hour turning movement counts were taken to represent the 2017 No-Build scenario, or the existing traffic system. The existing No-Build peak-hour volumes are shown in Figure Site Generated Traffic To establish the 2017 Build traffic volumes, the number of trips generated by the proposed project were estimated. Trip generation rates for the proposed development were obtained from the Trip Generation Manual 2. Table 7 presents the new external AM peak hour, PM peak hour and daily vehicle trips expected. Table 7. Trip Generation Land se (ITE Code) AM Peak Hour Trips PM Peak Hour Trips nits Size Trips Trips Total Trips Trips Rate Rate In Out Trips In Out Proposed Land se - Legacy Condominiums Daily Trips Total Rate Trips Residential Condominium / Townhouse nits ,173 (230) Net Total Trips , Per the Institute of Transportation Engineers (ITE) Trip Generation Manual, 9th Edition. Based on the proposed land uses for the project, 166 new AM peak hour, 196 new PM peak hour, and 2,173 new total daily trips are expected in addition to existing trips. It should be noted that the estimated number of external trips generated is expected to be conservative. The actual number of trips should be less based upon the proximity of the proposed project in relation to the CBD and achievement of the anticipated modal split goals. In addition, the existing trips from existing land uses were not subtracted out of the network. These new vehicle trips were distributed throughout the system and evaluated in the traffic operations analysis using system Total Trips 2 Trip Generation Manual, Institute of Transportation Engineers (ITE), 9 th Edition Alliant Engineering, Inc. 12

15 generation assumptions, as shown in Figure 7. The distributed generated trip volumes, in addition to existing volume data, are depicted in the Build scenario in Figure Traffic Operations Analysis A traffic operations analysis was performed for the two volume scenarios (2017 No-Build and 2017 Build conditions) utilizing the existing street network. The analysis was completed using Synchro 8.0 and Simtraffic 8.0 and assumed existing traffic signal timing. The traffic operations analysis followed methods set forth in the Highway Capacity Manual (HCM). The Level of Service (LOS) was documented for the key intersections. LOS is a measure used to quantify the traffic operations at an intersection or roadway section. LOS ranges from A to F, with A being non-congested, free-flowing conditions, and F being very congested and near capacity conditions. An LOS of D or E is generally considered the indicator of congestion in an urban area. The results of the No-Build and Build traffic operations analysis are shown below in Tables 8 and 9. Table 8. No-Build Operational Analysis Results Node Control Intersection Table 9. Build Operational Analysis Results AM Peak Int. Delay (s/v) LOS PM Peak Int. Delay (s/v) LOS 701 Signal Washington Ave and 11th Street 22.7 C 25.3 C 702 Thru-Stop 11th Street and West River Parkway 2.3 A 3.0 A 703 Thru-Stop Washington Ave and 12th Street 1.8 A 2.0 A 1. AM Peak and PM Peak delays computed using 5 random seeds in SimTraffic Node Control Intersection AM Peak Int. Delay (s/v) LOS PM Peak Int. Delay (s/v) LOS 701 Signal Washington Ave and 11th Street 24.4 C 27.4 C 702 Thru-Stop 11th Street and West River Parkway 2.3 A 3.0 A 703 Thru-Stop Washington Ave and 12th Street 1.9 A 2.0 A 1. AM Peak and PM Peak delays computed using 5 random seeds in SimTraffic For both No-Build and Build conditions, all intersections and access points operate acceptably with an LOS of C or better during the AM and PM Peak periods. The addition of the sitegenerated traffic had a negligible effect on the operations of the traffic system. Based on the analysis there are no extra traffic control or geometric improvements expected to be necessary. Alliant Engineering, Inc. 13

16 100' 100' 100' 100' 100 WESTRV IE RPKW Y SCALE IN FEET PROJECT LOCATION 13TH AVENE S 2ND STREET S 100' 100' WASHINGTON AVENE S 11TH AVENE S 12TH AVENE S LEGEND TRAFFIC SIGNAL TRAVEL LANES NSIGNALIZED INTERSECTION XX' TRN BAY LENGTH LEGACY DEVELOPMENT TDMP ALLIANT E N G I N E E R I N G Figure 5 Existing Geometrics

17 23/ 1 60/ /288 45/ / /145 78/162 10/15 128/ /68 128/ /846 97/132 18/29 71/151 27/15 722/ / WESTRV IE RPKW Y SCALE IN FEET 2ND STREET S PROJECT LOCATION 13TH AVENE S 7/10 174/ / /32 3/0 937/ /5 15/88 WASHINGTON AVENE S 11TH AVENE S 12TH AVENE S LEGEND TRAFFIC SIGNAL TRAVEL LANES NSIGNALIZED INTERSECTION XX/XX AM VOLMES /PM VOLMES LEGACY DEVELOPMENT TDMP ALLIANT E N G I N E E R I N G Figure No-Build Peak Hour Volumes

18 100 2% WESTRV IE RPKW Y 2% 13TH AVENE S SCALE IN FEET PROJECT LOCATION 2ND STREET S 40% 46% WASHINGTON AVENE S 11TH AVENE S 5% 12TH AVENE S LEGEND TRAFFIC SIGNAL NSIGNALIZED INTERSECTION X% PERCENT OF TRIPS GENERATED AND DIRECTION LEGACY DEVELOPMENT TDMP ALLIANT E N G I N E E R I N G Figure 7 Generated Trip Distribution

19 55/27 68/ /320 45/ / /145 78/162 10/19 128/ /72 132/ /858 97/132 22/29 75/151 39/59 722/ / WESTRV IE RPKW Y SCALE IN FEET 2ND STREET S PROJECT LOCATION 13TH AVENE S 23/22 182/ / /32 7/8 997/ /5 15/88 WASHINGTON AVENE S 11TH AVENE S 12TH AVENE S LEGEND TRAFFIC SIGNAL NSIGNALIZED INTERSECTION TRAVEL LANES XX/XX AM VOLMES /PM VOLMES LEGACY DEVELOPMENT TDMP ALLIANT E N G I N E E R I N G Figure Build Peak Hour Volumes

20 The following TDM plan for the proposed project identifies the program, responsibilities, and detailed implementation of the TDM plan by Riverdale Ventures, LLC. or their successor for the parking and transportation issues summarized above. Riverdale Ventures, LLC. recognizes the desire for safe and convenient travel alternatives to single-occupant vehicle commuting that reflects the Twin Cities region s economic, environmental, and social needs. Riverdale Ventures, LLC. understands and supports the objective to minimize travel demand, especially during the morning and afternoon peak hours. Riverdale Ventures, LLC. or their successors, the building managers, or the Homeowners Association agree to the following measures to help meet the City of Minneapolis Transportation Goals: 1. Level of Participation with Transportation Management Organization (TMO) Resident Transportation Coordinator: Riverdale Ventures, LLC. or their successors will designate a Transportation Coordinator to work with residents on the implementation of this TDM plan. The Transportation Coordinator will work closely with the Metro Transit TDM Consultant, Suzan Forsberg, to disseminate commuting information and materials to residents and visitors; participate in regional training or informational sessions about TDM programs; be available to meet once a year with the Transportation Coordinator to review available regional programs and services; and monitor progress on fulfilling the TDM commitments. Downtown Minneapolis TMO: The Downtown TMO is a private partnership of the City of Minneapolis and downtown business community. The Downtown TMO website ( is an excellent resource for Developers that encourage commuting. 2. Communication and Information for Residents Dissemination of information: Riverdale Ventures, LLC. or their successors will disseminate information on transit and biking alternatives to its residents. Bus route maps and schedules will be available in the Business Office. Information will include transit schedules, local bicycle commuting facilities and maps, car-pooling programs, flex-car programs and other similar programs. Commuter information program: With assistance from the Downtown Minneapolis TMO, Metro Transit, and Metro Commuter Services, Riverdale Ventures, LLC. or their successors will develop a commuter information program to familiarize residents with the variety of available transportation resources. Move-in packages: Riverdale Ventures, LLC. or their successors will create and implement a move-in transportation alternatives package for new resident. The movein package will provide each resident with all information and resources available to inform and encourage alternative modes of transportation. Alliant Engineering, Inc. 18

21 Transit: Riverdale Ventures, LLC. or their successors will include a real time transit information screen in the lobby for guests. 3. Encourage Car and Vanpooling Riverdale Ventures, LLC. or their successor will actively promote car and vanpooling as alternative means of commuting among the residents and visitors, primarily through information dissemination. 4. Support and Promote Bicycling and Walking as Alternatives Facilities Riverdale Ventures, LLC. or their successors will actively promote bicycling and walking as alternative means of commuting among residents and visitors of the site, primarily through information dissemination and the provision of bicycle storage facilities. 5. Off-peak Truck and Service Scheduling Off-peak scheduling: Riverdale Ventures, LLC. or their successors will encourage truck and service vehicles, not including small package deliveries, to access the site outside of the weekday AM and PM peak traffic periods. The proposed project will accommodate the loading/unloading of deliveries, service vehicles and garbage trucks on site. No on-street space will be allocated for delivery and service vehicles. 6. Monitoring of Travel Behavior With the assistance of the Downtown Minneapolis TMO, Riverdale Ventures, LLC or their successors commit to the following: Original survey: Riverdale Ventures, LLC or their successors will develop a methodology for surveying the travel behavior of a sample of its residents, once 70% of the units are occupied. Ongoing surveys: Riverdale Ventures, LLC, their successors or the property manager will be requested to conduct a similar sampling every two years after the original baseline survey with assistance from the Downtown Minneapolis TMO and continuing for a time period that will be determined jointly with the City of Minneapolis. Status reports: After each round of biennial sampling, the association will be requested to review the TDM Plan with the Downtown Minneapolis TMO to assess the effectiveness of the Plan in encouraging the use of alternative modes. A status report will be provided to the Downtown Minneapolis TMO and the City of Minneapolis Planning and Public Works Departments for review and comment with recommendations for possible revisions to the TDM Plan. Revisions: Based upon this review, identification of measures of effectiveness, and changes in transportation and parking in the vicinity of the proposed project, the TDM plan may be revised to emphasize effective measures and to reflect changes. Alliant Engineering, Inc. 19

22 TRAVEL DEMAND MANAGEMENT PLAN Legacy Development Minneapolis, MN PLAN APPROVAL Riverdale Ventures, LLC. By James M. Stanton - President Riverdale Ventures, LLC Main Street NW, Suite 300 Coon Rapids, MN Dated: MINNEAPOLIS COMMNITY AND ECONOMIC DEVELOPMENT DEPARTMENT By CPED Planning Director Dated: MINNEAPOLIS PBLIC WORKS DEPARTMENT By Steve Mosing, PE, PTOE, Traffic Operations Engineer Dated: Alliant Engineering, Inc. 20